andrews



Y(144146441.) 2 sheets-sheet 1.

J. R. ANDREWS & E. F. KELLEY. STEAM WINDLASS AND GAPSTAN.

No. 429,404; PatentedJune s, 1890.

(NoMoael.) zsheets-sheet 2.

' J. R. ANDREWS 8v E. F. KBLLEY.

STEAM WINDLASS AND GAPSTAN.

No. 429,404. Patented June 3, 1890..

@ak/eases u NITED STATES PATENT OEEICE.

JACOB R. ANDREWS AND ERNEST F. KELLEY, OF BATH, MAINE, ASSIGNORS TO THEBATH IRON VORKS, 0F SAME PLACE.

STEAM WINDLASS AND CAPSTAN.

SPECIFICATION forming part of Letters Patent No. 429,404, dated June 3,1890.

Application filed March 18, 1890. Serial No. 344,299. (No model.) v

T0 all whom t may concern:

Be it known that we, JACOB R. ANDREWS and ERNEST F. KELLEY, of Bath, inthe county of Sagadahoc and State of Maine, have invented a new anduseful 'Improvement in a Steam Vindlass and Oapstan; and I do herebydeclare that the following is a full, clear, and exact description ofthe same.

Our invention, which is the subject of the foregoing petition, relatesto a combined wind-A lass and capstan of that class in which thewindlass and capstan are combined and are capable of moving in unison.In this class, in the different styles as heretofore made, wherewindlass and engine are bolted to the same bed-plate, the capstan,through which the power is transmitted to the windlass whenever it isnecessary to work the windlass by hand, is driven by the engine eitherby means of counter-shafts or by iirst driving the windlass directly bymeans of aworxn on the crank-shaft of the engine engaging with aworin-wheel on the windlass-shaft, and from the windlass this movementtransmits the power to the capstan by means of large bevel-gear on thewindlass-shaft through the bevel-pinion on the capstan-shaft. In thisform last mentioned both the bevel-wheel and the pinion are made to dodouble duty, first, in driving the windlass by hand-power by means ofthe capstan, and, secondly, in trans mitting the power from the engineto the capstan through the windlass. This causes an undue strain on thisbevel wheel and pinion and a correspondingloss of power by frictionwhendriving the capstan by the engine, as the gears are proportioned aboutfour to one, or upward. It is also necessary on all the present stylesof combined brake or capstan and steam windlass to disengage or unlocksome portionl of the gearing when changing from steam to hand power orthe reverse. Further, on all the present forms of combined capstan andwindlass but one rate of speed can be obtained on the windlass-shaftsfrom a given number of revolutions of the main shaft.

The difficulties hereinbefore specified are all met bythe constructionhereinafter eX'- plained, the first point in which consists in theconstruction and arrangement of worms and worm-wheels or equivalentgearing, so that either the windlass or the capstan, or both together,can be driven direct from the crank-shaft by one or more engines;second, a construction whereby the windlass can be driven directly fromthe crank-shaft'of the engine, or the power may be applied directly tothe capstan-shaft and thence to the windlass by means of gearing on thecapstan- 6o shaft connecting 'it to the windlass, whereby also thewindlass may be worked by handpower from the capstan. This permitseither single or double screw purchase on the windlass; third, inconnection with the system of wormor other gearing, the wheels havingmovable rims connected by pawls to the wheelcenters, which are keyed tothe shafts, whereby the rims serve to turn the shaft in one direction,or may allow the shaft to work 7o freely in the same direction withoutmoving the rim.

Our said invention is illustrated in the accompanying drawings, inwhich- Figure l shows the invention in plan View; Fig. 2, an endelevation of the same. Fig. 3 is a side elevation partly broken away ofthe peculiar form of gear-wheel. Fig. 4 isa ccntral cross-section of thesame.

The form shown in the drawings is of that 8o class in which the engineis mounted on the same base with the windlass. The base is shown atA.The windlass-shaft B is mounted inbearings on this base, and there areengines O C connected to the crank-shaft D, all mounted on the same basein suitable supports. The Windlass and its shaft are of ordinaryconstruction, except in the parts hereinafter described. On the shaftare two gear- Wheels E F. The wheel E, which is a worm- 9o gear, is inengagement with the worm e on the main shaft D. This shaft carriesanother worm g near its end, which is in engagement with the worm-wheelG on the capstan-shaft H. The steam capstan-shaft H has below theworm-gear G a worm f, which engages with 4 the worm-gear F on thewindlass-shaft.

It will be understood that the shaft H ex-A ten ds upward through thedeck above and carries thereon the ordinary capstan belonging 10o tothis class of windlasses. Such capstans of course are provided withmeans whereby they may be turn ed by hand. The particular con structionof the wheels E F G is shown in Figs. 3 and et. In these the centerofthe wheel, or the part which is keyed to the shaft, is marked K. Theform shown in Fig. 3 represents all of the three wheels specified. Thesecentral parts K have a plain periphery, (indicated by the line 1,) andon this periphery is a rim la, arranged when not held by the pawl toturn freely. rPhe inner surface of the rim is provided with one or moreshoulders m, abrupt on one side and inclined on the other. The part Kcarries a pawl n, moving radially in suitable guides and normallypressed out'- ward by means of a spring o. Then the rim t is moved bythe worm in the direction of the arrow, it carries with it the centralpart and turns the shaft; but when the rim is moved in the oppositedirection the inclined part of the shoulder rides freely over theinclined part of the pawl and is without effect upon the central part ofthe wheel, and the same etects are produced when the central part ismoved in the same directions. This construction of the wheel, as abovedescribed, is not shown in Figs. l and 2, but will be understood.

The arrangement of the parts of the wheel E is such that when its coggedrim is turned in the direction of the arrow l of Fig. 2 it carries withit the shaft andturns the windlass, for the reason that the abruptshoulder on said rim (shown at 8 in dotted lines) engages with the pawl.(Shown also in dotted lines.) This connection drives the windlass at acertain speed, and during this time, while the worm g is in engagementwith the rim of the gear G, the gear is kept from rotating by throwingout the pawl 10, which ordinarily engages with the shoulders of the rimof t-he gear. Then it is desired to rotate the eapstan, however, thepawl of the gear G is placed in engagement with the shoulder of its rim,and thus as the shaft D rotates the gear G is likewise rotated, andthrough itthe capstan-shaft. Then it is desired to run thewindlass-shaft at a different rate of speed and at the same time withthe capstanshaft, we transmit the power through the shaft D, worm g,gear G, and to the windlass-shaft through the Worm fon the eapstan-shaftII and the wheel F on the windlass-shaft.

Manifestly the capstan-shaft may be operated by hand in the ordinarymanner, and when it is connected with the shaft H, being turned in thedirection of the arrow 2, it will carry the pawl thereon over theinclines IO, and through the worm f will operate upon the windlass inthe manner above described.

The connections between the rims and the centers of the wheels areessentially pawl-andratchet connections and of course may be greatlyvaried in form. I have shown wormgears as the simplest Lforin ofconstruction but it will be understood by those skilled in the art thatother forms of gears maybe used instead. The pawls may be thrown outvery easily to direct the power as desired.

XVe claim as Our inventionl. In combination with the main driving shaftof a'combined capstan and windlass, a wheel having its center keyed tothe windlass-shaft and its rim independent thereof and connected theretoby pawl and ratchet between said rim and shaft, and a secondeapstan-wheel, as G, also having its eenterkcyed to the capstan-shaftand its rim independent thereof, but connected -thereto by pawl andratchet, the said rim of the capstan-wheel being also connected by gearsto the main shaft, all substantially as described.

2. In combination with the main drivingshaft of a combined capstan andwindlass, a wheel having its center keyed to the windlassshaft and itsrim independent thereof and connected thereto by pawl and ratchetbetween said rim and shaft, a second capstan-wheel, as G, alsohavingitscenter keyed to t-he capstan-shaft and its rim independent thereof, butconnected thereto by pawl and ratchet, the said rim of the capstan-wheelbeing also connected by gears to the main shaft, a second wheel, as F,having its center keyed to the windlass-shaft, and a rim independent ofsaid center, but connected thereto by pawl an dw ratchet, the said rimof the wheel F being geared to the capstan-shaft, all substantially asdescribed.

3. In combination with the main shaft D, the worm c, and the worm-gearE, having independent rim and the center keyed to the windlass-shaft,with the pawl-andratchet connections between the rim and center, theworm g on the shaft D, the capstalrshaift 1I, the worm-gear thereon, asG, hztving its center fixed to the shaft, the independent rim, and thepawl-and-ratchet connections, all substantially as described.

et. In combination with the main-shaft D, the worm c, and the worm-gearE, having independent rim andthe center keyed to the windlass-shaft,with the pawl-and-ratchet connections between the rim and center, theworm g on the shaft D, the capstan-shaft II, the worm-gear thereon, asG, having its cen ter fixed to the shaft, the independent rim, and thepawl'and-ratchet connections,'a worm fon the capstan-shaft, a worm-gearF, having its center keyed to the windlass-shaft, an independent rim,and pawl-and-ratchet connections between the center and the rim,substantially as described.

In testimony whereof we have signed our names to this specification inthe presence of two subscribing witnesses.

JACOB R. ANDREWS. ERNEST F. KELLEY.

Witnesses:

R. W. STEARNS, W. F. 'ALeoMnn IOC

